EP2705977A2 - Procédé de régulation pour véhicules électriques - Google Patents

Procédé de régulation pour véhicules électriques Download PDF

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Publication number
EP2705977A2
EP2705977A2 EP13175012.7A EP13175012A EP2705977A2 EP 2705977 A2 EP2705977 A2 EP 2705977A2 EP 13175012 A EP13175012 A EP 13175012A EP 2705977 A2 EP2705977 A2 EP 2705977A2
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EP
European Patent Office
Prior art keywords
operating state
speed
control
drive motor
traction drive
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP13175012.7A
Other languages
German (de)
English (en)
Other versions
EP2705977B1 (fr
EP2705977A3 (fr
Inventor
Dr. Andreas Kromm
Maik Manthey
Franz Huber
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Linde Material Handling GmbH
Original Assignee
Linde Material Handling GmbH
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Linde Material Handling GmbH filed Critical Linde Material Handling GmbH
Publication of EP2705977A2 publication Critical patent/EP2705977A2/fr
Publication of EP2705977A3 publication Critical patent/EP2705977A3/fr
Application granted granted Critical
Publication of EP2705977B1 publication Critical patent/EP2705977B1/fr
Active legal-status Critical Current
Anticipated expiration legal-status Critical

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L7/00—Electrodynamic brake systems for vehicles in general
    • B60L7/10—Dynamic electric regenerative braking
    • B60L7/14—Dynamic electric regenerative braking for vehicles propelled by AC motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/40—Working vehicles
    • B60L2200/42—Fork lift trucks
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/12—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/423—Torque
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2250/00—Driver interactions
    • B60L2250/26—Driver interactions by pedal actuation
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • the invention relates to a method for controlling the electric drive of electric vehicles.
  • the invention relates to a method for controlling a traction drive of an electric vehicle which is driven by at least one electric traction drive motor, wherein in a first operating state, a torque control is performed, wherein a position of a Fahrsignalgebers a target torque of the traction drive motor is associated, and in a second operating state a speed control is performed, in which a position of the driving signal transmitter is associated with a setpoint speed of the traction drive motor.
  • traction drive motor in which the control of the traction drive motors or in response to a signal of a driving signal transmitter, for example, an "accelerator pedal” or accelerator pedal by a vector control.
  • the vector control or field-oriented control is based on a regulation of the rotor flux orientation. This corresponds to a two-channel control in which both the rotor flux and the stator current are controlled.
  • a torque control or control is used in motor vehicles to control the travel drive depending on a signal of a driving signal transmitter or accelerator pedal.
  • Such a torque control offers the possibility of a simple implementation of the control system and only one controller is required as a torque controller. As a result, a continuous acceleration can be achieved.
  • a disadvantage of this prior art is that when the accelerator pedal is reset to "zero position" a permanent recuperation of the braking energy and thus a constant deceleration is not possible because the torque is set to zero on the traction drive motor and it to a roll out or continue rolling comes without control. Even with a constant accelerator pedal position there is thus no possibility to drive a constant speed, since with variable load torque always the speed also varies. Therefore it is necessary that the driver must regularly correct and readjust by means of the accelerator pedal in order to be able to reach and maintain the desired speed. In a downgrade or in an increase, the electric vehicle continues to roll from standstill because the drive torque given by the accelerator pedal is zero, but the electric vehicle is set in motion by the downhill drive.
  • a pure cruise control or speed control may occur during braking just before the standstill of the electric vehicle to a backward rolling, which may not be expected by a driver and is undesirable.
  • the dynamic setting of the speed usually leads to an overshoot above the setpoint speed.
  • a continuous acceleration of the electric vehicle as well as a continuous deceleration with the speed control is not possible because the transition process is uneven.
  • the overshoots are non-aperiodic transients and result in non-steady, delayed and slowed acceleration and deceleration. This is sought to avoid and leads to acceptance problems in users of electric vehicles, since the delayed response means that the driving behavior does not follow the accelerator pedal movement of the driver.
  • the driver will Accelerated as well as in the delay to excessively strong accelerator pedal signals resulting in oversteer or understeer.
  • the object is achieved by a method for controlling a traction drive of an electric vehicle which is driven by at least one electric traction drive motor, wherein in a first operating state, a torque control is performed, in which a position of a Fahrsignalgebers a target torque of the traction drive motor is assigned, and in a second Operating state, a speed control is performed, in which a position of the driving signal transmitter is assigned a target rotational speed of the traction drive motor, and wherein the control of the traction drive motor is in the first operating state, when a deviation of a target speed to an actual rotational speed of the traction drive motor is greater than a threshold, and otherwise the second operating state of the traction drive motor is regulated.
  • the method represents a combination of torque and speed control or speed control, which can be switched via a controller, wherein the control as well as the control can be implemented as software or hardware.
  • the respective advantages of the two regulatory procedures are combined. This leads to much better results in driving behavior.
  • the response to an accelerator operation and the corresponding real driving behavior for a variety of operating conditions are significantly improved. It can the Threshold for the change of operating conditions are set to a reasonable low value, for example, a percentage of the maximum possible total speed, for example, 5%.
  • the threshold depending on the control characteristic in the range of the second operating state and the control behavior in the first operating state so that the course of a speed curve at the transition between the operating states runs as smooth as possible, especially in the derivative as possible no discontinuity having.
  • a very strong change of the output signal of the driving signal generator can be determined from this value, a theoretical target speed and determined by comparison with the actual speed of the traction drive, whether a change to the first operating state should take place.
  • a non-linear control is active as torque control.
  • Such a regulation provides a uniform acceleration and deceleration with adjustable torque curve.
  • a speed control with, for example, aperiodic course or another control characteristic is active, with which a reliable and sensitive approach to the desired speed is possible.
  • the control is advantageously carried out in the first operating state by a torque control, which is superimposed in the second operating state, a speed control.
  • the torque control can be done by a current control.
  • the torque is proportional to the current.
  • the speed control has a proportional component and an integral component and, in the event of a change from the first operating condition to the second Operating state or vice versa, the proportional component and the integral component directly controlled.
  • control is aperiodic in the second operating state.
  • an automatic cruise control can be implemented in the second operating state by specifying a desired speed value.
  • a speed control in the sense of a cruise control can additionally be realized in a simple and cost-effective manner by selecting a speed by an additional input device on the part of the driver and by speeding this speed through the electric vehicle is then held without the driver must be pressed.
  • the traction drive motor may be an asynchronous machine.
  • inventive method can also be used for DC drives or synchronous drives, wherein the controller parameters, in particular a "width" of the second operating state in relation to the first operating state, can be adjusted by selecting a corresponding threshold value.
  • the driving signal generator is an accelerator pedal.
  • the electric vehicle is an industrial truck, in particular a forklift.
  • the invention is particularly advantageous in electric vehicles, which are used in the sense of a motor vehicle for road traffic.
  • the Fig. 1 schematically shows a model of a drive train of an electric vehicle according to the invention with a traction drive control.
  • a battery 1 feeds a converter 2, which drives an asynchronous machine 3 as a traction drive motor.
  • a traction drive controller 6 is given a desired value.
  • the traction drive controller 6 controls the inverter 2.
  • An actual rotational speed N is and an actual torque value M ist are transmitted to the traction drive controller 6.
  • the traction drive controller 6 still receives a signal about the battery status S Batt .
  • the inverter 2 the asynchronous machine 3 can be operated as a motor and drive the electric vehicle.
  • the Fig. 2 shows a control scheme of the traction drive controller 6 of the method according to the invention.
  • the traction drive controller 6 has a speed controller 7 and a current controller 8, which are controlled by a computing block 9.
  • the speed controller 7 has a proportional component 10 and an integral component 11 with a corresponding limitation 12 and processes a speed setpoint N soll and a speed feedback of a speed actual value N is as input variables.
  • the computation block 9 is supplied with the desired speed value N soll at a connection A2: 1. Through the output A2: 5, the speed controller 7 can be switched or bypassed via a controller, as illustrated by the switching symbol 16.
  • the arithmetic block 9 can access the proportional component 10 and the integral component 11 of the speed controller 7 via the connections A2: 2 and A2: 3 in order to perform a corresponding tracking of the speed controller 7 when switching from the first operating state to the second operating state or vice versa that it does not come to a sudden behavior of the speed controller 7.
  • the current regulator 8 also builds on a proportional component 13 and an integral component 14 with a limit 15 and processes an actual current value I ist as an input variable.
  • the proportional component 13 and the integral component 14 of the current regulator 8 are influenced and tracked by terminals A2: 6 and A2: 7 of the computing block 9.
  • the traction drive motor 17 of the electric vehicle is shown, which has a circuit 18 which is controlled by the current regulator 8. Schematically, the conversion of the current into a torque takes place in the block 19.
  • a mechanical train 20 is further taken into account, by which the behavior is described by the mechanical inertia of the drive train.
  • a change in the mechanical speed is described by the inertia 1 / J, which acts as an integral member 21, and the ratio 1 / i and leads to a feedback by a load torque M R , which is applied to a wheel 22.
  • the arithmetic block 9 is fed back directly to the speed N ist of the electric motor or wheel 22 at the connection A2: 8.
  • the output A2: 4 is provided as a setpoint specification for the torque in the first operating state.
  • a deviation of the target rotation speed N is greater than a threshold to N s relative to the actual speed N enables state detection, and thus determining whether the traveling drive controller 6 to operate in the first operating state or in the second operating state.
  • the target rotation speed N is to be determined depending on a position of an accelerator pedal as the hypothetical value, for example by starting regardless of, for example, a slope or a slope, as well as of a loaded load on the vehicle from a normal running resistance. If a speed deviation determined in this way is greater than the threshold value N s , a control takes place in the first operating state.
  • the second operating state tracking of the integrative component 11 of the speed controller 7 takes place and an adjustment of the proportional component 10 of the speed controller 7 is carried out.
  • a current setpoint is determined according to a torque setpoint.
  • the switch 16 which is connected by the terminal A2: 5
  • the switching between the first operating state and the second operating state can take place.
  • the current regulator 8 is active and, in addition, the speed controller 7.
  • the integrative component 14 of the current regulator 8 is tracked through the connection A2: 6 and through the connection A2: 7 a
  • the criterion of maximum precision of the speed or speed is controlled as a function of the load torque of the drive. This regulation is completely aperiodic, since maximum attenuation of the entire electronic, electrical and mechanical system is desired. As a result, there can be no overshoot and avoided the disadvantages of a sole speed control.
  • the Fig. 3 shows an actual speed N is and a target speed N soll over the time t in a control according to the inventive method.
  • This setpoint speed N setpoint is determined from the default value of an accelerator pedal, for example by determining the final speed which is established during idling in the plane to a specific control value of the accelerator pedal, and is plotted as a dashed line.
  • the actual speed N is that follows, and is plotted as a solid line 24th
  • the control initially takes place in a first operating state 25 in that only a torque control takes place.
  • a second operating state 26 with rotational speed control is switched to and in this regulated. In the second operating state 26, an aperiodic approach to the final speed takes place.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
EP13175012.7A 2012-07-19 2013-07-04 Procédé de régulation pour véhicules électriques Active EP2705977B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102012106535.7A DE102012106535A1 (de) 2012-07-19 2012-07-19 Regelungsverfahren für Elektrofahrzeuge

Publications (3)

Publication Number Publication Date
EP2705977A2 true EP2705977A2 (fr) 2014-03-12
EP2705977A3 EP2705977A3 (fr) 2017-04-19
EP2705977B1 EP2705977B1 (fr) 2022-02-09

Family

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Family Applications (1)

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EP13175012.7A Active EP2705977B1 (fr) 2012-07-19 2013-07-04 Procédé de régulation pour véhicules électriques

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EP (1) EP2705977B1 (fr)
DE (1) DE102012106535A1 (fr)

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110065396A (zh) * 2018-01-24 2019-07-30 奥迪股份公司 用于运行机动车的方法以及机动车
DE102018128132A1 (de) * 2018-11-09 2020-05-14 Paade Gmbh Elektrisch angetriebenes fahrzeug und verfahren zum betrieb eines solchen
DE102019205180A1 (de) * 2019-04-11 2020-10-15 Robert Bosch Gmbh Verfahren zum Bremsen eines Fahrzeugs
CN114666181A (zh) * 2022-03-21 2022-06-24 中国重汽集团济南动力有限公司 一种专用车底盘转速控制方法和控制系统
WO2023043472A1 (fr) * 2021-09-15 2023-03-23 Terex South Dakota, Inc. Dispositif de levage et procédé de commande sur une pente

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DE102021207156A1 (de) 2021-07-07 2023-01-12 Zf Friedrichshafen Ag Verfahren zum Betreiben des Antriebsstrangs, Antriebsstrang für eine Arbeitsmaschine und Arbeitsmaschine
DE102022204548B4 (de) 2022-05-10 2024-02-15 Zf Friedrichshafen Ag Elektrifizierter Antriebsstrang für eine Arbeitsmaschine, Verfahren zum Betreiben eines elektrifizierten Antriebsstrangs für eine Arbeitsmaschine und Arbeitsmaschine
DE102022207691A1 (de) 2022-07-27 2024-02-01 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Bremsen eines Fahrzeugs mit zwei elektrischen Antriebsmotoren, Recheneinheit und Computerprogramm
DE102022207688A1 (de) * 2022-07-27 2024-02-01 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Bremsen eines Fahrzeugs mit einem elektrischen Antriebsmotor, Recheneinheit und Computerprogramm
DE102022134302A1 (de) * 2022-12-21 2024-06-27 Jungheinrich Aktiengesellschaft Verfahren zum generatorischen Abbremsen eines Flurförderzeugs
JP2024176817A (ja) * 2023-06-09 2024-12-19 株式会社豊田自動織機 産業車両
DE102024208808A1 (de) 2024-09-16 2026-03-19 Robert Bosch Gesellschaft mit beschränkter Haftung Verfahren zum Betreiben eines Fahrantriebs einer mobilen Arbeitsmaschine

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Publication number Priority date Publication date Assignee Title
DE4226469C2 (de) 1991-08-09 2000-12-07 Nissan Motor Regelvorrichtung für den Motor eines Elektrofahrzeugs

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JP3903787B2 (ja) * 2001-12-26 2007-04-11 アイシン・エィ・ダブリュ株式会社 電動車両駆動制御装置、電動車両駆動制御方法及びそのプログラム
EP1764254B1 (fr) * 2005-09-20 2010-01-20 Atlet AB Système de commande améliorée pour un chariot industriel
JP4755063B2 (ja) * 2006-10-26 2011-08-24 三菱重工業株式会社 電動車両、そのスリップ制御装置および制御方法
DE102010020906A1 (de) * 2010-05-18 2011-11-24 Gottwald Port Technology Gmbh Verfahren zum energieoptimierten Betrieb eines flurgebundenen Schwerlast-Transportfahrzeugs mit einem elektrischen Fahrantrieb

Patent Citations (1)

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Publication number Priority date Publication date Assignee Title
DE4226469C2 (de) 1991-08-09 2000-12-07 Nissan Motor Regelvorrichtung für den Motor eines Elektrofahrzeugs

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110065396A (zh) * 2018-01-24 2019-07-30 奥迪股份公司 用于运行机动车的方法以及机动车
CN110065396B (zh) * 2018-01-24 2022-08-02 奥迪股份公司 用于运行机动车的方法以及机动车
DE102018128132A1 (de) * 2018-11-09 2020-05-14 Paade Gmbh Elektrisch angetriebenes fahrzeug und verfahren zum betrieb eines solchen
WO2020094171A1 (fr) 2018-11-09 2020-05-14 Paade Gmbh Véhicule électrique et procédé permettant de faire fonctionner un tel véhicule
DE102019205180A1 (de) * 2019-04-11 2020-10-15 Robert Bosch Gmbh Verfahren zum Bremsen eines Fahrzeugs
WO2023043472A1 (fr) * 2021-09-15 2023-03-23 Terex South Dakota, Inc. Dispositif de levage et procédé de commande sur une pente
US12522491B2 (en) 2021-09-15 2026-01-13 Terex South Dakota, Inc. Lift device and method of controlling on a grade
CN114666181A (zh) * 2022-03-21 2022-06-24 中国重汽集团济南动力有限公司 一种专用车底盘转速控制方法和控制系统
CN114666181B (zh) * 2022-03-21 2023-08-08 中国重汽集团济南动力有限公司 一种专用车底盘转速控制方法和控制系统

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Publication number Publication date
EP2705977B1 (fr) 2022-02-09
DE102012106535A1 (de) 2014-01-23
EP2705977A3 (fr) 2017-04-19

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